Electric railroad signal



(No Model.) a sheetssheet 2.

B II.' GLDGL. Y

ELECTRIC RAILROAD SIGNAL. N0. 540,859. 'Patented June 11, 1895.

N n pa W H um I H l Il,H A -Ii L I d @1Q o N l No Yr ffl. M@ E 'L I f ci U l N wf Hrsg? I 1| j i 'm D 'Mines/Ses: E m E: L', .mm mvjnm I l #er Legg, f mawsal a. t nu nu h s w nu e h S 3 E a d 0 M 0 m Patented June 11, 1895.

[y Veptoyf.-

v tain new and useful Improvements in Elec-- UNITED STATES PATENT OFFICE.

BURTON H. GEDGE, OF ANDERSON, INDIANA.

ELECTRIC .RAILROAD-SIGNAL.

SPECIFICATION forming part of Letters Patent No.l 540,859, dated June 1 1, 1 895.

Application filed May 20, 1892. `Serial No.433,737- (No model.)

To au whom it may concern.:

Be it known that I, BURTON H. GEDGE,a citizen of the United States,and a,resident of the city'o-f Anderson, 'in the .county of Madison and State of Indiana, have invented certric Railroad-Signalsvof which the following is a specification.

The several features of my invention and the various advantages resulting from their use, conjointly or otherwise, will be apparent from the following description and claims.

In the accompanying drawings, making a part of this application, and to which reference is hereby made, Figure 1, Sheet 1, is a view in perspective of a section of a railroadtrack, car wheels and axles, and mechanism combined therewith, illustrating certain features of my invention. Fig. 2 on the same sheet is a perspective view, being a continuation of the preceding figure and placed below Fig. 1 because of lack of space from right to left on the sheet. In the examination of my invention and of its several features these two figures are to be considered as one and the left-hand ends of the rails in Fig. 2 are to.

be considered'as united to the right-hand ends of the rails of Fig. 1. Fig. 1 may be said to illustrate, among other features, the following-signal, and Fig. 2 to illustrate; among other features, the butting-signal, as operating between two locomotives on dierent sections and bringing into play the track-batteries MB and circuit-closers M. Fig. 3 isa View in perspective illustrating the butting collision-signal, but is different from Fig. 2 in that the two locomotives are on the same section, and in this case the track-circuit and trackbattery MB and circuit-closer M are not brought into use. Fig. 4 is a view in perspectiveillustratingtheswitch-signal. Fig.

5 is an enlarged detail view in perspective of the preferred form of the magnetM and armature and immediate connections thereof. Fig. Gis a diagram of the circuit connections. Fig. 7 is a side elevation in outline of circuit- A closer.

The object ofthe device is to afford an unfailing means of notifying locomotive engineers of the proximity of locomotives other than the one they are themselves operating and the proximity of a misplaced switch.

vany suitable form.

of the track is visiblefrom the locomotive,-

the part of the apparatus which is laid on the track will be always used at such dangerous places.

Distinguishing signals of any desired succession of sounds capable of being caused'by electrical apparatus can be employed. A preferred kind of signals are the continuous ring ingandthe intermittent ringing. In the present illustrative instance, the apparatus is so arranged as to cause a continuous ringing of a bell in each locomotive when these locomotives are approaching each otl1er,when going,r in opposite directions, as is the case when twO. locomotives are in danger of a butting collision, and to cause an intermittent ringing when they are moving in the same direction,

`as is the case when one locomotive is following the other. i

' I will now proceed to describe my invention in detail.

rlhe rails of the track are of metal and of The ordinary T rail is a good rail to be used in connection with my invention. The rails are laid upon any suitable roadbed. rThe ordinary roadbed, consisting y of wooden ties resting upon a bed of earth, gravel,'stone or slag, dto., is a suitableand desirable kind of bed. The rails are suitably secu red to the wooden ties.

'Ihe line of track rails A, A2 is divided by insulation Iatthe ends of the blocks, viz: what is known technically as a block as hereinafter more particularly specified. At this point of insulation I, the track battery MB and circuit closer M are placed as shown and under certain conditions make track rails A, A2 and conductor rails B, B2, practically continuous between the blocks. An illustration of this is shown in Fig. 2, and operates as hereinafter more fully described. These track rails A, A2 are also insulated at a point I4 midway of the blocks and for the purpose hereinafter specified. Looking from the left toward the righ-t, the right hand rail of the track is indicated by the letter A2, and the ICO left hand rail by the character A. At the ends of such division and between` said ends and those adjacent divisions are insulators I, so placed in order to enable the use of circuit closer M for the purpose hereinafter specified and as shown in Fig. 2.

On the track parallel to the rails A and A2, and located preferably between said rails A and A2, are the two electrical conductors or io rails B and B2. The rail B will usually be the same distance from the rail A, as the rail B2 is from the railA2, for the purpose of enabling the brushes (hereinafter described) of the locomotives to always make eiiicient contact with the said rails. Each division of these electrical or circuit rails B, B2 is interrupted at the proper points by insulating means, as insulators I2.

I provide a circuit opener and closer sub- 2o stantially as follows: The circuit opener and closer consist of a magnet in electrical connection with either line of electrical conductors and corresponding abutting track rails where separated by an insulating device. Thus the magnet M on the side of the rail A is in direct communication with the rails ofA line A at both sides of the insulator I, and its armature is in communication with electrical conductor B on both sides of the insulation 12. 3o The magnet M on the side of the rail A2 is in direct communication with the rails of line A2 at both sides of the insulation I and its ar mature is in communication with electrical conductor B2 on both sides ofthe insulation I2. An armature N (see more particularly Fig. 5), suitably pivoted as at N', upheld by a spring N3, is in electrical connection with one division of the adjacent electrical or circuit rail P2. Connected byan electrical conductor to 4o the adjacent division of the circuit rail B2 is a projection N2, so arranged in the path of the oscillatory movement of the armature N as that when the armature N is drawn toward the magnet it comes into contact with the projection U2, and thereby completes the connection through the adjacent portions ofthe conductors B, B2, for another circuit, viz: the signalcircuit which operates in connection therewith. (See Fig. 2.) A spring or equivalent 5o device N3, continually tends to draw the armature N away from the projection N2.

The armature N carries or is connected to a piece ot' iron which is in proximity to the adjacent electro magnet M, so that when the said magnet is electrified, it will draw the armature N over toward it and bring said armature into contact with the projection N2.

The adjacent ends of the parts of the rails B are provided with a circuit opener and 6o closer, operated preferably in a manner similar to thatin which the circuit closer uniting parts of the rails B2 is operated.

Each locomotive intended to run on the tracks A, A2 is provided with suitable generators of electrical energy or depositories holding the energy in store, and also with signal mechanism of such a nature that when an electric circuit is com plete through said mech-l anism, it will notify the engineer or locomotive driver of that fact. The signal mechanism on the locomotive, l will designate by the character LSM. Certain forms of such locomotive signal mechanism are fully described and set forth in United States Letters Patent granted to me, No. 382,299, dated May 8, 1888, for electric railway signal; also in Patent No. 344.099, dated June 2:2, 1880, and also in Patent No. 364,009, dated May 31, 1887; also in Patent N'o. 344,100, dated June 22, 1880. A detailed description of such mechanism need not be here repeated, and refer- Y ence to the said patents for a full understanding of said devices is respectfully made.

A short description of a competent and desirable kind of such mechanism is as follows, viz: In each cab there is placed a galvanic battery B2,an electric bell J, and a reversing switch D, connected as shown in the diagrams. The switch D has two concentric rings, each of which is divided into two portions insulated from each other. These parts are lettered in the drawings d, cl', (Z2, d3. The switch lever E is fulcrumed concentrically with the rings d, d', d2, (l2, and has two sets of arms c, c' and e2, c3, projecting from it and bearing on the rings d, d', cl2, d2, as shown in diagrams. The wires C, C', lead from the switch respectively to the rails` B, B2, where the connection is rcspectively made by b rushcs as 1I, H2. In addition to this part of the apparatus, the wires G, G are carried from the wires C, C', to the terminals g, g', which are brought in contact with a cominutator S on one ot the axles S of the engines. This commutator consists of a band encircling the axle. Part of this band is an electrical conductor, and is in electrical contact with the axle. The other part of the band, represented in black, is made ot' some insulating material.

The mode ot operation of the device will be readily understood by reference to the diagrams, Figs. 2, 3 and l.

The diagram in Fig. 2 indicates two engines heading toward each other and approaching but are on different divisions or blocks. In this case, the circuit closing device comes into operation through the batteries MB and track rails A, A2, substantially as hereinafter described. This circuit is independent of the direct signal circuit and its purpose is solely to close the circuit. at point of insulation l2 in conductors B, B2, in order to make direct signal circuit operative at this point. This (track) circuit may be traced as follows: Beginning at battery MB in track rail A2 and traced along track rail A2 through wheels and axle of the locomotive to the right of Fig. 2, along rail A through circuit closer M to battery MB, rail A, thence along rail A through Wheel and axle of the locomotive to the left of Fig. 2, thence through track A2 through circuit closer M, track rail A2 to point of beginning, battery MB, thus completing circuit and causing circuit closerM to close the cir- ICO IIO

the same direction and are in the same sec-- cuit in conductors B, B2, at points of insulation I2, thus completing the direct signal, circuit in Fig. 2.

In Fig. 2, the signal circuit or current may be traced as follows: Commencing with the battery B3 in Aengine at the left, the current may be traced as follows: battery B3, wire F', piece d2,arms e2, e3,piece 0l',wire C,brush H2, rail B2, through circuit closer M, (which connects insulated parts of rail or conductors B2) to other engine, brush H, wire C, piece CZ, arms e', e, piece cl2, wire F2, bell J, battery B2, wire F, piece d2, arms e2, e3, `piece d', wire C', brush H2, rail or conductor B through circuit closer M (which connects insulated parts of B) to other engine, brush I-l, wire C, piece d, arms e', e, piece d3, wire F2, bell J, battery B2, to place of beginning. A complete circuit.

is thus formed which includes the two bells J, which are thus constantly rung.

When engines are heading in the same direction, but approaching each other, the front engine backing, the switch D of the engine which isbacking,is reversed. rThis keeps the currents from both batteries B2 in the same direction, so that they do not` counteract each other,and thus interfere with the signal, thus giving the same signal when the engines are approaching, without regard tothe direction in which they are heading. VTo insure the switch D being reversed, when the engine is reversed, the switch lever E is connected with the reversing lever of the engine, and the device thus rendered automatic.

Fig. 2 differs from Fig. 3 in that, viz: in Fig.2 the approaching locomotives are respectively located on opposite sides Yof, the insula-L tion separating electrical divisions of said track, substantially as shown, and thecircuit closer is brought into, operation. In Fig. 3, the approaching locomotives are located on the rails of the same division, no insulation intervening, and engines are headed or pointed in opposite directions and are also running in opposite directions.

The circuit Vmay be traced in Fig. 8 as follows: beginning at battery B3 of engine to the left, wire F', switch D, wire C', brush H2, conductor B2, brush H, wire C, switch D, wire F2,'bell J, battery B2, wire F, switch D, wire C', brush H2, conductor B, brush H, wire C, switch D, wire F2, bell J, to place of beginning, battery ]32. 1

Fig. l is a diagram indicating two engines heading in the same direction andmovingin through wire F, switch D, wire C', brush H2,

conductor B2, brushH2, wire G of the other engine, commntator S', the axle S, and wheels of this engine, the two main rails A, A2 of thev track,the wheels and axle of the rst engine,

commutator S wires G and C switch D wire F2, vbell J to the battery B2, the place of beginning. The bell included in this circuit rings until the circuitis broken by the turning of the axle, and is the bell located on the lengine to the left. When the commutators are reversed the signal is given in the other engine in a manner similar to that last hereinbefore described. The signal given by the circuitas it passes through the commuta-4 tors is always intermittent and is made in the two engines alternately. The difference between the continuous and the intermittent i signal enables the engineer to determine whether the neighboring engine is approaching or moving in the same direction.

Referring to Figs. l and 2 and'considering them joined together as hereinbet'ore stated, then especially'referring to the second and third engine, the one being located tothe left of point of insulation I4 in rails A, A2,as shown and the other being to the right of point of insulation 14, there would be no signal for reason of this insulation I?, but there has been a signal between these engines before the third engine counting from the left. had crossed insulation 14, and this signal will a be taken up again when the second engine counting from the left crosses insulation 1-4.

When an engine is standing, the signal given in-the other engine is either continu ous or intermittent, depending upon the direction of the previous motion of the stationary engine. When two engines are approach.- ing each-other, and one engine reverses, the

IOO

fact is announced by the signal changing from a continuons to an intermittent one.

The device may also be employedto determine the condition of a switch. The arrangement for this purpose is indicated diagrammatically in Fig. t.

Two conducting rails B, B2, areV laid near the switch and are electrically connected with plates P by the wires P. The bar H connecting the switch rails is connected electrically with plates P Awhen the switch is misplaced. When the switch is open the contact springs or plates h bear against the'plate P completing a circuit which may be traced as follows:

Starting at battery B2, it passes along wire F',

switch D, wire G, brush H2, conductor B, wire P', plate P, plate or spring h, barH, plates 7i, P,'wire P', rail B2, brush H, wire C, switch D, wire F, bell J, to the battery B2, the place of beginning. The signal given is continuous. An arrangement similar to this may be used to give and receive signals from a station house; a button and bell in the station being employed'instead of the contact plates of the switch indicator.

A description explaining the effect the locomotives have when on the variousblocks or sections shown in Fig. 6, is as follows: Between engine to the left andthe one next to itto the right if headed in the same direction, operation of the signal is interrupted by insulation 14 of Fig. G, and there is no signal between these engines in this position. Should these engines be running in opposite directions, the signal will be continuous. Between the second and third engine, the operation ot' the signal, if engines are headed toward each other, or running in opposite directions, in this case the circuit between track rails A and A2 of Fig. G, is closed by means of the axles of the two engines. This causes circuit closer M to close circuit between conductors B, B2, Fig. 6, which practically makes them continuous at this point,which causes signal to operate the same as description of the operation of signal in Fig. 2. Should these two engines, however, be going in the same direction, the circuit closer M would be brought into operation, the same as if running in opposite directions, and the circuit will be through conductor rails B, B2, of Fig. 6, alternately as described in Fig. 1, except that in the case of Fig. 6, the conductor rails B, B2, Fig. 6, are made continuous by means of circuit closer M and track circuit, whereas in the case of Fig. 1, there is no circuit closer but rails which are continuous.

By means of such devices described in the said patents, when two locomotives are on lines of rails A, A2, and on the same continuous portions ot the rails B, B2, viz: between the magnets M, they will complete the electrical circuit between the rails B, B2, and hence the signal ,mechanism of both locomotives will be set in operation and notify their respective drivers. It is of course understood that on each locomotive there is a brush or wheel, or other contact piece, in contact with each of the rails B and B2, and such contact piece and its connections with the locomotive signal mechanism are fully set forth in the aforementioned patents.

In the system of electricallines and connections herein mentioned, wires, instead of rails A, A2, andcondnctors B, B2, may be employed as electrical conductors when desiredlnstead of the track batteries M, any other source of electrical energy can be used. Nevertheless the utilization of the lines of rails A, A2, and B, B2, in connection with this system is a great advantage, and their combination with the other parts of my system is a feature of my invention. A great advantage also obtains from the employment of these rails A, A2, and the lines of rails BB2, utilizing the roadbed as the support for the electrical condoctors, and dispensing with overhead wires.

My invention is simple of construction, easy ot repair, readily operated and e'ticient in use.

What I claim as new and of my invention, and desire to secure by Letters Patent, is-

1. In a system of electric signals, the combination of the lines of rails A, A2, each line separated at desired intervals by forming divisions and there connected to an electro magnet, in connection with the source of electrical energy, and other intervals between the first named insulation, also electrically insulated, and the lines of electric conductors B, B2, separated near the electro magnets, and capable of being put into circuit by the circuit closers, adapted to be closed by said electro magnets, the said mechanism being a part of a system, of which locomotives provided with electric signal devices are the complementary part, substantially as and for the purposes specified.

2. In a system of electric signals, the combination ot' the lines of rails A, A2, each line being separated at desired intervals by the insulation I4, and at other intervals by the insulation I, and having electric connection at the latter point through the coils of an electro magnet M and its connections, the said rails being in connection with a source of electrical energy, and the accom panyinglines of rails B, B2, separated at the points near the magnets and there provided with circuit closers, adapted to be operated by the magnet, when an electrical circuit is completed through the rails A, A2, this mechanism being a part of a system of which locomotives provided with electric signal devices are a part, the signal devices on the locomotive being part of an electric circuit ot' which the lines of rail B, B2, form a part, the wheels and axles of the locomotives forming a part of the circuit ot which the rails A, A2, form a part, substantially as and for the purposes specitied.

3. In a system of electric signals, the combination ot the conductors B, B2, separated into divisions and the rails A, A2, intercepted at intervals by insulators, and also having points between said insulation where an electrical current from it passes through an electro magnet, and operates a circuit closer, for closing two adjacent divisions of conductors B, B2, all adapted to be used in connection with locomotives having electric signal devices, and provided with devices whereby the circuit is completed between the signal device aud the lines of rail B, B2, and also provided with means for completing the circuit between the lines A, A2, and the locomo tives, substantially as and for the purposes specified.

BURTON II. GEDGE.

Attest:

A. S. LUDLoW, K. SMITH.

IIO 

